Opposed piston engine, four cycle



Jan, 31]., 1950 w. A. MAXWELL 2,495,973

OPPOSED PISTON ENGINE, FOUR CYCLE Filed April 28, 1947 2 Sheets-Sheet l INVENTOR WILLARD A. MAXWELL ATTORNEY Jan. 31, 195@ W. A. MAXWELL 2,495,978

OPPOSED PISTON ENGINE, FOUR CYCLE Filed April 28, 1947 2 Sheets-Sheet 2 INVENTOR WILLARD A. MAX WELL ATTORNEY Patented Jan. 31, 1950 UNITED STATES RATENT OFFICE orrosnn Heron-E GIN Form crops '-Willard A. Maxwell, flomtlandtflreg. spmicanennprn zs, mas'eermmn;

This invention relates to internal combustion engines and the primary object or the invention is to construct a four-cycle combustion engine without the use of poppet or sleeve valves.

A further object of the invention is the reducing of considerable vibration due to the elimination of said valves as commonly used in internal combustion engines.

A still further object of the invention is the obtaining of a greater period of operation of the engine without reconditioning due to the burning, corroding or carbonization of the valves.

These and other incidental objects will be apparent in the drawings, specification and claims.

Referring to the drawings:

Figure 1 is a fragmentary end sectional view of my new and improved internal combustion engine.

Figure 2 is a diagrammatical lay out taken of the motor whose crank shaft has revolved 180 degrees from that shown in Figure 1 at the end of the power stroke.

Figure 3 is a diagrammatical view where the crank shaft has revolved a further 180 degrees completing the exhaust stroke of the engine.

Figure 4 shows the crank shaft has travelled still another 180 degrees having completed the intake stroke of the piston.

Figure 5 is a side view of the engine, parts broken away illustrating the method of timing the auxiliary crank shaft and pistons with the main crank shaft and pistons of the engine.

In the drawings:

My new and improved internal combustion engine is comprised of a cylinder block I having the usual crank shaft 2 journalled therein in the well known manner. Primary pistons 3 work within the cylinders 4 and are connected to the crank shaft in the usual manner by the connecting rod 5, which is pivotally mounted to the piston pin at 6 and to the crank pin 1 of the main crank shaft.

With my new and improved combustion engine I have added a secondary crank shaft which is journalled in suitable bearings 9 within the crank case I0 formed on the upper ends of the cylinders 4. A secondary piston I I is connected to the said crank shaft by the connecting rods I2 in the usual manner. A fuel intake port I3 is located on one side of the cylinders 4 and communicates with the said cylinders, it operation being con trolled by the secondary pistons II, which will later be described.

A fuel manifold l4 communicates with the ports I3 and with a source of supply not here shown.

STGlaimS. (creas -tr) 2 Exhaust ports I5 also'communicatewith-the cylinders iand-are open and closed by the secondary ietorr 1 I. "These ioortshave an-exhaust-manifold It. The usual ignition plug I I is provided and communicates with the combustion chamber I8.

I will now describe the operation of my new and improved combustion engine. The secondary crank shaft 8 travels half the speed of the main crank shaft 2 and is driven from the crank shaft 2 through the drive chain I9 from the sprocket 20 to the sprocket 2|, which is keyed to the secondary crank shaft 8.

Referring to Figure 1, the engine is shown on compression and a compressed charge of fuel is contained within the combustion chamber I8 ready to be ignited by the plug H. Figure 2 diagrammatically illustrates the end of the power stroke. The lower end 22 of the piston II taking the place of the usual cylinder head. The rings 23 providing a seal between the intake port I 3 and the combustion chamber l8. As the primary piston 3 travels downwardly on power stroke the secondary piston I I travels upwardly but at half the speed of that of the primary piston. The piston I I also transmits power through the chain I9 on the crank shaft 2. This action has a counterbalancing effect on the motor and reduces vibration.

When the crank shaft 2 has travelled degrees as indicated in Figure 2, it will start up on its upper stroke which will exhaust the burned gases through the exhaust port l5, the piston ll still maintaining a seal between the intake port It and the combustion chamber I8, referring to Figure 3. When the piston 3 travels down another 180 degrees, as indicated in Figure 4, the piston II will have travelled downward to the bottom of its stroke, which brings the intake port 13 into communication with the combustion chamber through the recess 50 of the piston II and the socket 5| of the cylinder forming with the recess a by-pass and drawing in a charge of fuel into the combustion chamber, the piston 3 will then start upward again to the position shown in Figure 1 compressing this charge of fuel at which time it will be fired, repeating the cycle of operation.

I do not wish to be limited to the exact mechanical structure as other mechanical equivalents may be substituted still coming within the scope of my claims.

That which is claimed, as new, is:

1. An internal combustion engine comprising a cylinder, primary and secondary pistons reciproeating therein, a power crank shaft connected to the primary pistons, a secondary crank shaft connected to the secondary pistons, said secondary crank shaft being geared to the said primary crank shaft, said secondary crank shaft adapted to rotate one-half the speed of the primary crank shaft, an intake port communicating with a bypass located on the side of the secondary piston, said by-pass communicating with a by-pass located in the cylinder wall and communicating with a combustion chamber of the engine.

2. An internal combustion engine comprising a cylinder, a power crank shaft, a power piston connected to said crank shaft and contacting said cylinder, an inlet port and an exhaust port in said cylinder, a second crank shaft connected to said power shaft, a second piston contacting said cylinder and connected to said second shaft for movement to various positions, means residing in the relative location of said ports and'caussecond piston, causing said second piston to open said inlet port and close said exhaust port, and means residing in the length of said second piston and-fcausing same in a third position to close both ports.

3-.'j An internal combustion engine according to claim 2, wherein a socket is formed in the wall of therecess in the cylinder, and a spark plug is fitted in said socket.

WILLARD A. MAXWELL.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,999,576 Slaby et al June 9, 1914 1,162,054 Hansen Nov. 30, 1915 1,237,696 Rayl Aug. 21, 1917 1,590,940 Hallett June 29, 1926 1,973,887

Schick Sept. 18, 1934 

